The collision occurred on the 17th ultimo, at Norwood Fork Junction between East Croydon and Norwood on the up main line of the London, Brighton, and South Coast Railway. In this case, during a dense fog an up special train of schoolboys from Ardingly for London Bridge, while standing at the Norwood Fork junction up home-signal was run into at the rear by the 6.55 a..m. up passenger train from Hastings for London Bridge, the collision occurring about 9.8 a.m.
Forty-one passengers, principally schoolboys in the special train, have complained of injuries, but none, I am informed, arc believed to be of a serious nature.
The guard of the special train and the front guard of the Hastings train were also injured.
The special train consisted of a. tank engine, third-class brake carriage, three third- class carriages, and a brake-van with a guard in the latter, fitted throughout with the Westinghouse brake, and in it one of the rear buffers of the engine was broken and all the vehicles were more or less damaged.
The Hastings train consisted of an engine and tender, running engine in front, brake-van (with guard), third-class carriage, four composite carriages, third-class carriage and brake-van (with guard), eight vehicles in all fitted throughout wit,h the 'Vestinghouse brake, and in it no damage was sustained.
The only wheels off the rails were the leading wheels of the third-class brake, at the front of the special train, these wheels mounting the coal-bunker of the engine.
Description.
Norwood Fork junction-cabin, so far as regards the main line, is simply a block- station about half-way between Windmill Bridge junction to the south and Norwood junction to the north, the distance between the Norwood Fork junction and Windmill Bridge junction up main line home-signals being about 730 yards, and the up distant- signal for the former being about 415 yards from the up home-signal. The signal- cabin is about l00 yards north of the up home-signal. At Windmill Bridge there are junctions between the main and local lines and the Croydon and Balham line. Both junctions are properly signalled and interlocked, and absolute block telegraph working is in force between the cabins.
The up main line falls on a gradient of 1 in 264 between the two junctions.
When the collision occmTed the special train had been standing about three minutes with its engine at the Norwood Fork junction up main line home-signal, and With its rear about 355 yards inside the up distant-signal.
Evidence.
1. Peter Thornton, guard; 35 years' service, 20 years guard.-I commenced work at 6.40 a.m. on the 17th December for eight or 10 hours' duty, depending on circumstances. 1 was guard of the special train which left Brighton at 6.40 a.m., and thence ran empty to Ardingly on the line between East Grinstead and Haywards Heath. I arrived at Ardingly at 7.10 a.m., and left at 7.30 n.m. right time for East Croydon and London. The Victoria portion of the train was detached at East Croydon, and the London Bridge portion consisted of a tank-engine, a third- class· brake-carriage, three third-class, and a brake- van, in which latter I was riding. We left East Croydon at 9.1 a.m., 13 minutes late, having arrived late at Croydon. There were about 70 or 80 boys in the train. We hod first run into fog at Oxted, and on leaving East Croydon it was very thick, it not being possible to see more than a carriage length. I could not see the signal at Windmill Bridge, but we were not stopped there; but at Norwood Fork, the next block station, we were stopped at the home- signal about 9.4 a.m., and we were standing there from two to three minutes before the collision took place without any warning, as I did not see anything of the coming train. I wnslookingforward oat of the· window on the near side, and was in this position when the engine of the coining t.rain struck my van, and I was thrown down among the luggage. I was hurt in several places, and am still on the sick list. I could not see at this time more than a carriage length, and hardly that. I believe the Westing-house brake was on in my train at the time of the collision. My van was moved forward about a carriage length. Three couplings were knocked olf in my train, but it kept together. No wheels were oil the rails except at the front end of the third-class brake, which had mounted the coal-bunker of the engine. I did not hear any fog-signals run o1'er loy my train before it stopped. My tram was put away into a siding in about half an hour.
2. George J. Nye, driver; 27 years' service, 20 years driver.-1 commenced work at 5.55 a.m. on the 17th December, to sign off at 6.30 p.m. I joined the 6.55 a.m. up train from Hastings for London Bridge at Hastings. The train started at right time. We took on some vehicles at Polegate, upon leaving which the train consisted of an engine, tender, and eight vehicles, including two brake-vans, the Westinghouse brake being fitted throughout. My engine wr.s a six- wheeled engine, four wheels coupled in front, and a six-wheeled tender. We made three or four stops before we reached East Croydon, where we arrived a minute or two late, and left it at 9.2 or 9.3, our proper time for leaving being 8.5.5 a.m. There had been fog all the way from Redhill; at Croydon station it was not so thick as outside, and I think I could see 100 yards. I got the starting-signal for the loop line at East Croydon. On approaching the Windmill Bridge distant-signal, I found it at danger, but it was lowered on my whistling, just as I was opposite to it; I then went forward to the home signal and saw it off for London Bridge, when I was close under it, the fog becoming thicker as I advanced. The next signal was the Norwood Fork up distant-signal, and this I found at danger as 1 passed close under it, but I did not run over any fog-signals at it. I shut off steam at the distant-signal, and went on expecting to be stopped at the home-signal, having seen a train leave East Croydon about five minutes before I did. I was going forward at a speed of not much more than five miles an hour when I saw the tail-light and van of the train in front not more than an engine length off. I had just time to apply the Westinghouse brake before we struck the train, which I do not think moved many inches, my engine following up close to it. Neither I nor the fireman was knocked down, nor was either of us hurt. No wheels left the rails in my train, and no couplings wt.re broken or thrown off. The collision occurred about 9.8 a.m. I had no expectation of being allowed to go up to the advanced- signal, but thought I should be stopped at the home- signal, at which I should have been quite able to stop.
3. James E. Bedwell, fireman; eight years' service, fireman a year.-I have been with Nye about two months, and I was with him on the day of the collision the 17th December, when my hours were the same as his. I agree with his evidence.
4. John Skinner, guard; eight years' service, six years guard. I commenced work at 6.55 p.m. on December 17th, to sign off at 6.30 p.m. I was in charge of the 6.55 a.m. passenger train from Hastings for London Bridge only. On leaving Polegate the train consisted of brake-van (in which I was), one third-class, four composites, one third-class, and brake-van, eight vehicles in all, coupled in the order stated. There was a guard in the rear brake-van. We reached East Croydon about seven minutes late. The fog was thick at. the station, and I could see
about the train's length. It got thicker after we left Croydon, and I was unable to see any signals as we came along on account of the fog. We ran over no fog signals. I do not know when the driver shut off steam, but the collision took me unawares, the speed being not more than four or five miles an hour, the brake being put on just as it occurred. I was thrown on my back and a little bruised. The rear guard was not hurt. The train was pretty full. No one com- plained to me. My train was all coupled together after the collision, and no wheels left the rails.
George W. Borer, signalman; 44 years' service, 21 years signalman. I have been employed 20 years at Norwood Fork junction, where I came on duty at 6 a.m. on the 17th December, to remain till 2 p.m., signal clerk Davis was in the cabin with me. I work block between Windmill Bridge and Norwood South on the main line. At the time of the collision the weather was very foggy, so that I could see no signals. No fog signalmen were on duty at the time, the fog having come on suddenly at about 8.30, but I could see the top of the signal-posts till 8.45 a.m. The platelayer for the down distant-signal came to the cabin at about 8.48, and the one for the up distant-signal about 9 a.m., and had both gone away to their posts before the collision occurred. The fog man who attends to the up distant-signal for Norwood South junction had not arrived. I reached the first signal for the special train at 9.3 a.m. I was able to accept it, and gave "Line clear" back to Windmill Bridge at 9.3 a.m. I got the second signal for this train when it would be leaving East Croydon, at 9.6 a.m., and gave it on to Norwood South, from which cabin "Line clear" was not given till 9.10 u.m. Upon receiving this signal lowered the up home- signal and up advance signal for the special train, of which I had heard nothing up to this time, so far as I was aware. At 9.8 a.m. I had been outside the cabin to look to a train on the up local line, and I then heard a slight noise like trucks closing up in the goods yard, and I afterwards thought this must have been the noise of the collision. About 9.14 a.m. I was informed by one of the platelayers that there had been a collision near the up home-signal, which was the first I knew of it. I was not much surprised at finding no train come on after I had lowered my signals, as trains are sometimes detained at Croydon after the receipt of the second signal. I heard no engine whistle.
Daniel Clift, signalman; 22 years' service, 21 years signalman. I have been years at Windmill Bridge cabin, where I came on duty at 6 a.m. on the 17th December, to remain till 2 p.m. I have a signal clerk, named Fraser, to assist me. I work block between East Croydon north box, Selhurst junction on the Victoria line, and Norwood Fork junction on the line to London Bridge. There are five block instruments and 32 working levers in my cabin. I received the first signal for the special train at 8.58 a.m., and cleared the line to Croydon North at that time. I received the second signal for the special train at 9.2 a.m., and the train passed 9.4 a.m., my home and distant signals being lower~; I gave the first signal for this train to Norwood fork at 9.2 a.m. It was acknowledged and line cleared at the same time; and I gave the second signal at 9.2 a.m. immediately after the fir·st. I cleared back the special train at 9.4 a.m., and at 9.4 a.m. got the first signal for the Hastings train, and the second signal at 9.5 a.m. I was under the impression that the special train was cleared back from Norwood Fork at 9.5 a.m., and at this time I gave the first signal for the Hastings train to Norwood Fork, and it was acknowledged, and I gave the second signal at the same time. The Hastings train passed at 9.7 a.m., with my distant and home signals lowered. I attend myself to the block instruments. Borer did not put up the block-signal semaphore on my giving the second sign11l for the special train, and the train passed into the section without this semaphore being put to danger. I did not notice this at the time, but on giving the second signal for the Hastings train I saw that the semaphore was off, and being under the impression that I had given the first signal for the Hastings train, I let it go. The times entered in the book are written by Fraser on hearing the bells. I do not know bow be got the time " 9.5 " of the special passing Norwood Fork junction. After the Hastings train had passed the semaphore was put up by Norwood Fork junction. At the time of the collision I could see no signals, but I could see the trains as they passed. The fogmen were coming out at the time of collision.
Frederick Fraser; signal-clerk, one year in the service, signal-clerk all the time.-I have been all this time in Windmill Bridge cabin, where I came on duty at 6 a.m. on the 17th December, to remain till 2 p.m. I book the trains and attend to the speaking instruments only. I make my entries from hearing the bells ring. I put in the entry "9.5" of the special train having passed Norwood Fork on seeing that the semaphore was downward thinking that it must have passed, but I had not, heard the three beats given. Clift did not look at my book or ask me any question about this train.
Conclusion.
This collision was caused by a mistake on the part of Clift, the signalman on duty in Windmill Bridge junction-cabin. Clift, after giving the first or warning signal for the special train to Norwood Fork junction, omitted to give the second or " Train on line " signal for this train, which accordingly at 9.4 a.m. entered the block section between the two cabins without the block telegraph semaphore in Clift's cabin having been put to danger by Borer the signalman at Norwood fork junction. Clift, under the impression that he had received "Line clear" for the special train at 9.5 a.m., then gave as he believed both the first and second signals for the Hastings train, which latter was accepted by Borer (who was unconscious of having received the first signal) under the belief that it was the second signal for the special train, which had meantime arrived at his home-signal without his having been aware of it, the fog, which had come on suddenly about 8 a.m. being now so dense that he was unable to see as far as the up home-signal post, about 100 yards distant. On Borer's acknowledging the receipt of the second signal for the Hastings train, Clift lowered the up home and distant signals for it, and it passed his cabin at 9.7 a.m.
Clift is an experienced signalman of 21 years' service in that capacity, and he had been employed for 12 years at Windmill Bridge junction, where he had been on duty about three hours out of a spell of eight hours at the time of the collision. His post is one requiring the exercise of great care, as he may have a number of trains to attend to at the same time.
Signal-clerk Fraser, who was employed in Windmill Bridge cabin to register the trains, and attend to the speaking instrument, committed the grave fault of entering the special train as having passed Norwood Fork junction at 9.5 a.m., though he acknowledged he had not heard the bell signal given, and he must also have made two other entries, viz., the second signal for the special train, and the first signal for the Hastings train, without having actually heard the bells of those signals. Clift did not refer to the register for information as to the special train, but had he done so the entries improperly made by Fraser would have misled him.
Fraser has been one year in the service, and employed all the time at Windmill Bridge cabin, his hours and those of Clift being the same.
The guard of the special train was taken quite unawares by the collision, having neither seen nor heard anything of the Hastings train till it struck his van, out of the window of whinh he was looking forward at the time. He was thrown down and a good deal hurt. He says that the fog was so thick tha.t he could hardly see the length of a carriage at the time of the collision, when his train had been standing about two or three minutes at Norwood Fork junction up home-signal.
Nyc, the driver of the Hastings train, found the up distant and home signals off for Windmill Briclge junction, but as he passed under the Norwood Fork junction up distant-signal he saw that it was at danger. He accordingly shut off steam, and was proceeding cautiously at a speed not much exceeding five miles an hour, prepared to stop at the up home-signal, when the tail-light and van of the train in front suddenly came in sight, not more than an engine's length off. He had just time to apply the Westinghouse brake before his engine struck the van, moving it forward a short distance, the collision occurring about 60 yards outside the up home-signal at which he would most probably have been able to stop. ·
The fireman and front guard of the train confirm Nye's evidence.
No blame, I think, can be fairly attached to either of these three men.
The sudden incidence of the fog had not given time for the fog-signalmen to repair to their posts before the collision, although it appears that they were on their way to them when it occurred. Had they been at their posts, signalman Borer would have been made aware of the arrival of the special train by its having exploded fog-signals for the Norwood South up distant-signal, which is on the same post as the Norwood fork junction up home-signal. 'l'he difficult question of providing a mechanical or electrical fog-signal to fulfil all necessary conditions is now receiving considerable attention, and there is reason to hope that a satisfactory solution may be shortly arrived at.
The mistake on the part of signalman Clift, which was the immediate cause of tlus collision, might have been rendered harmless had a system of electrical interlocking been in force between Windmill Hill and Norwood Fork junctions.